Cooling system for marine vehicles



A ril 2, 1946. c. F. KRAMER ET AL 7,

. COOLiNG SYSTEM FOR MARINE VEHICLES Filed Aug. 11, 1943 2 sheetsesh eet1;

.12 F. Krdmr April 1946- c. F. KRAMER ETAL COOLING SYSTEM FOR MARINEVEHICLES Filed Aug. 11, 1945' 2 Sheets-Sheet 2 C. E Kramer F. G. Kel'lrynvwzzvroa BY (/2 41- C Q6. 275 12 Patented Apr. 2, 1946 COOLING SYSTEMFOR MARINE VEHICLES Clarence F. Kramer, Birmingham, and Floyd G. Kerby,Detroit, Mich., assignors to Ford Motor Company, Dearborn, Mich., acorporation of Delaware Application August 11, 1943, Serial No. 498,170

8 Claims.

This invention relates to internal-combustion vehicles; and, moreparticularly, to vehicles designed for operation on either land or inwater and the engine and cooling means therefor.

The specific vehicle described in this application is intended primarilyas an amphibious military' unit; and extended comments On its advantagesor uses are hardly necessary. Many vehicles of this type have beenproposed in the past and while some have been constructed, none havebeen entirely practicable from the standpoint of military efiiciency andhigh production manufacture. A more complete disclosure of many of thestructural features of such amphibious Vehicles is to be found incopending application 471,714 of which this is a continuation-in-part.

The requirements of a vehicle of this type number, among others,seaworthiness, maneuverability and speed in either water or on land, andsimplified controls when used in either medium. In this connection, theuse of a liquid engine requires special consideration, for while' it isapparent. that the engine, during land operation, must be cooled by aconventional radiator, it may, during marine operation, be cooled bydirect circulation of water as is usual in marine practice. However,such a dual cooling system is undesirable because it requires additionalcontrols and circuits, prohibits the use of antifreeze in the radiatorsystem and leads to an undesirable complexity of parts. On the otherhand, if an aircooled radiatoris used exclusively in conjunction withthe regular fluid-cooling system of the engine, transfer of thecirculating coolant is avoided and the engine, as such, has preciselythe same coolant flow during land or water operation. The

. difficulty arises in obtaining suflicient air flow to cool theradiator in both operations. During land operation, suitable ducts maybe used just as in the conventional automobile and a steady and adequatesupply of cooling air is insured. During marine operations, however,available entry ducts are limited by reason of seaworthiness; and,particularly in operation in heavy weather, considerable care must betaken to insure that water cannot enter through these ducts and swampthe craft.

An advantage of the present invention is that it permits the fullutilization of the conventional air-cooled radiator in connection with afluidcooled engine under conditions of both land and marine operation.Another advantage is that it provides adequate air flow through theradiator during marine operation without subjecting the craft to dangerof s'wamping by water entering the air ducts. Another advantage of theconstruction is that means are provided for separate air flows undereach condition of operation, thereby insuring maximum efficiency. Yetanother advantage is that the means used to effect the diverse air flowsare simple and dependable in operation and the weight added to thecraft-always a matter of considerable importance in designing marineequipment-4s held to a minimum.

With these and other'objects in view, the invention consists in thearrangement, construction and combination of the various parts of theimproved device as described in the specification, claimed in the claimsand illustrated in the accompanying drawings in whichi A Fig. 1 is aplan view of the front portion of an amphibious vehicle, a portion ofthe deck being broken away to show the interior duct construction.

Fig. 2 is'an elevation of the same portion of the vehicle.

Fig. 3 is a phantom diagrammatic View showing the circulatory air pathsthrough the cooling system.

Fig. 4 is a perspective view of an interconnecting linkage which may beemployed to control the circulatory air flow.

Referring to Figs. 1 and 2, an amphibious vehicle I0 is shown having ahull H, wheels [2 for land operation, forward deck [3, cockpit l4 andwindshield l5. As seen in Fig. 3, the motor I6 is mounted in the enginechamber 22 defined by the bulkhead 2'! in the forward portion of thevehicle, and has an air-cooled radiator I! through which circulates thecoolant fluid from the motor I6. Located on the forward deck I3 is theland operation cooling air intake or hatch l8, which may be opened orclosed as shown, an engine access hatch IS, a muiller 20 being locatedintermediate the two hatches. On each side of the hull and immediatelybehind the windshield l5 are the land operation cooling air exhaustoutlets 2 I which are in direct communication through the bulkhead 21with the engine chamber 22 in the interior of the hull I L,

In normal land operation, therefore, cooling air is admitted (as shownby the dotted arrows 23 in Figs. 1, 2 and 3) through the land operationcooling air hatch [8 opened to the position shown in dotted line inFigs. 2 and 3. It proceeds through the radiator I! cooling the enginecoolant fluid and sweeps rearwardly over the motor IS in the enginechamber 22 and is exhausted through the land operation cooling airexhaust outlet 2|. The latter has a louvre control 24 which is shown inoperation. Ready control is particularly imporing. .To avoid this, theintake hatch l8 and exhaust outlet 2| are normally closedduring heavyweather amphibious operation. An alternative air flow (indicated by thesolid. arrows-25ain Eigs 1, 2 and 3) is provided in which all exterioropen ings may be closed and the cooling 'air itself obtained from thinterior of the craft. This circulation withdraws the coolingi-air'fromthe cockpit through an opening 26 in the engine chamber bulkhead 21 andthen through ducts -28" ex--- tending forwardly oneither side of theengine toward the radiator 11. This permits the cooling air tosbepicked'up from the interior of the cockpit;"and,jajfter traversing the ducts,to be dis charged'in front of the radiator. It'is then drawn throu hther'adiator by the usual 'fan arrangemerit in thesame mannerasgthe'cooling air taken throughfthe land'operationfintake hatch when thatisiir use. An alternative 'exhaustjfrOm'the engine chamber isprovidedjthroughan exhaust outlet 29 having an 'adjustable'cover 3tlocated just behind'the windshield "l5, As be'st'jshown in Fig.2,thecover3fl is hinged rearwardly and the hot air nemtheen me chamber isdeflected upwardly to clear the operatonof the vehicle. It will thusbenoted that both the intake and exhaust of cooling position shown indotted line and the land operation cooling air intake hatch 18 will beclosed. It is then only necessary to open the exhaust outlet 29 to havea complete alternative circulation established for the marine operation.Similarly, the process may be reversed in which case the duct 28 isclosed, land operation cooling air intake l8 and'land operationcooling-Iain exhaust 21 opened and''after- =the adjustable 'co'ver- 30*is closedprimary circulation is established for normal land.:.tant-un-derconditions of combat and by inter- "locking'themeans'which control outboard open- "ings,-'thereisilittle-opportunityfor one of these *sults fromshippingof water.

air, during marine 'operationare located within the r hulhof the vas-1eitself and hence are entirely protected from surf; spray or washwhich'other wise might be admitted to the interior of the craft. Ofcourse,' the' cooling capacity may be reduced to some extent when thealternative circulation is used, but since it generally-need be; appliedonly f-or-'limited-periods, this is not in itself a serious drawback. Itwill be understood that the alternative circulation is "required onlywhen water conditions are such as topre'vent the-opening of the exteriorhatches and the-use of the normal circulation. FormaXim-u-m flexibility;the cover 30, hatch l 8-and louvre 24- may be operated independently asby the handle-wkbar 4| or lever 35 to obtain any desired circulatorypath. Similarly, a' shutt'ertfi may be interposedin the ducts 28 tocontrol the-air fiowthroughthem. y i Iri'some instancesitmaybe desirableto establish; a centralized control-of the circulation and one suchmeans is'show nin Fig. 4 in which the single lever..3l, located in easyreach of the vehicleoperator; may be operated,- together with theadjustable cover 30 of the: exhaust outlet 29 to establish eithercirculation automatically. 'As will be: seen :from the dr-awihgs;thelever 3! is rotatably. mounted and attached 'by the drag link 32tothei louvre. corilzroli t and by a crank arm 33 to the.:rod 34 which--ru'ns forwardlw to theland operation cooling air intake-hatch 18and-to which i it; is attached by aime 3 5.- Intermediate oi these-is aconnection to the pivoted-shutter 3S in theidu'ct 28 through a slidelink tlwhich may includesomemeans to mul'ti-ply the amplitude ofmoveme'nt-as; for example, thesgears '38. Thus, can-operation oi thelever- 31' from the'position shown in drawings} the-"louvre -con'trol"-24- willbe closed itothe position shown dotted line) 1 the hatchesto=-be*':le-ft open with possible serious re- The principaladvantage ofthe present setup is thatit permits-the full amphibious use of anaircooled radiator in connection with a closed circuit fiuid 'cooledengine. It provides for an adequate supply: of cooling air, through the;radiator even when the craft is subiected to surf or heavy-sea.

' Also. it provides aconvention'alradiator aridclosedcircuitfluid-cooled engine. combination with selcctive alternative. aircirculations sothat the method of coolin may be. best suited totheconditions, under which operations must be carried on. Anotheradvantageis that becausesoffithe relative simplicity of, theconstruction, thercis no complicated mechanism to becomej deranged, thesafetyjfactor in operation is highland the weight of the installationdoes. not" increase appreciably sincej thesame' circulating. means. areused. for the alternative circulations.

some" 'changesfm'ay' be made in the I arrangement, construction andcombination of the -various parts of the; improved; constructionswithout departing from the spiritlof the. invention and it is'theiintention'" to cover; by the. claims. such changes; as mayreasonablyv bcjincluded within thesc'ope thereof.

Theinvention'claimed is:

1.7In ajself propelledmarine craft aninterustion; engine", having aclosed liquidcoolant system; ajradi'ator in said .coolantsystem, a fanfor said radiator,means' to. direct cooling air to said 'radiaton ,saidlast-named means-,including"'selectively .operable means to draw lthecooling airifrom'ftheiexterior of saidcraft .forwardly ofsaidira'diatorgdurinacertain conditions of operation and/from theinterior of. said craft aft offsaidwadiatorduring, other conditions ofoperation; the diT'ECtiOII' 'Of'IfiIQW'Of coolingv air through saidradiator remaining constant.

' 2. 'Ina marine; craft having an internal-combustion engine and aclosed liquid-coolant system, a radiator in saidcoolant system,v meanstodirect: cooling air 'to onejside .of said-'radiatonsaid means includingintake means to I draw cooling air directlyffromjthe' outside of said.craftlduring one condition '"o'ti operation and other intake. means todraw noolineijairf ffrom the' interior. ot said craft dur n other;conditions of operation, said last twomeansi beings'ele'ctivelypperable.

3i a self apto'pellfed marine vehiclev having an internal-combustion",ehine andj a closed liqu'id coolant 'circuitfa radiator in said circuit,.said radiator and engine being disposed within a chamber in the. hulloffi said' .vehicle a deck .over said chamber, m eansjoni said decktoadmitlcool ing air to said'chamberf forwardly of said-radiator imeans jt0; fxhallstlf'sa id' 'doolingf'ainlf-roinsaid chamber rearwardlyicfi's'aidengine; forming.

shutter: @Etiand the duct zs v. 1-.1- be openedgto theinganjalternative. air;circulation system include ing means to draw airfrom the interior of said hull to a point forwardly of said radiator andto exhaust said, air from said chamber at a point rearwardly of saidengine.

4. The invention of claim 3 which is further characterized in that theexhaust means for s id cooling air from said chamber under said firstcondition of circulation is on the side of said vehicle and the exhaustmeans for said cooling air from said chamber under said second conditionof circulation is disposed between the sides of said vehicle.

5. The invention of claim 3 which is further characterized in that saidcirculation means are provided with shutters which may be selectivelyoperated to establish one or the other of said circulations, certain ofsaid shutters being interlocked to provide simultaneous operationthereof.

6. A marine craft having a hull, an engine chamber formed in said hull,an internal-combustion engine in said chamber having closedliquid-coolant system, a radiator in said system, means in said hullopening to said chamber forwardly of said radiator to admit cooling airthereto to establish air circulation therethrough,

exhaust means communicating with said chamber and located rearwardlythereof to exhaust cooling air from said chamber, duct means leadingfrom the interior of said hull rearwardly of said chamber through saidengine chamber to a point adjacent said radiator to convey air fromanother portion of said hull to said radiator to establish analternative cooling air circuit, and means to exhaust said cooling airfrom said alternative circuit from said engine chamber.

7. The invention of claim 6 which is further characterized in that saidfirst exhaust means from said chamber for said cooling air is locatedadjacent the sides of said craft and directed outwardly therefrom.

' 8. The invention in claim 6 which is further characterized in that theexhaust means for said first mode of circulation are located on the sideof said craft and directed outwardly therefrom, and the exhaust meansfor said second mode of circulation are located interiorly and betweenthe sides of said craft and protected from the entry of water by abarrier disposed forwardly thereof.

CLARENCE F. KRAMER. FLOYD G. KERBY.

